Detection System for Analyzing Crash Events and Methods of the Same

ABSTRACT

Method for analyzing a crash event. The method may comprise receiving an acceleration of a vehicle over a predetermined length of time, the vehicle involved in the crash event, determining a change in velocity of the vehicle based on the acceleration, determining vehicle information relating to the vehicle involved in the crash event, and estimating a damage cost for the vehicle involved in the crash event, and/or estimating injuries to occupant(s) of the vehicle involved in the crash event. Estimating damage cost(s) may include determining crash force information for the vehicle, determining physical-damage characteristics of the vehicle subsequent to the crash event, and calculating the estimated damage cost to the vehicle. Estimating injuries to the occupant(s) may include determining occupant information relating to the occupant of the vehicle, calculating estimated forces exerted on the occupant, and calculating an injury probability for various body portions for the occupant.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a nonprovisional patent application of and claimsthe benefit to U.S. Provisional Patent Application No. 61/907,799, filedNov. 22, 2013 and titled “An Electronic System that Reports EstimatedInjury and Repair Parameters in a Vehicle Crash,” the disclosure ofwhich is hereby incorporated herein by reference in its entirety.

TECHNICAL FIELD

The disclosure relates generally to a detection system for a vehicleinvolved in a crash event. More particularly the disclosure relates to asystem and a method for analyzing a crash event involving a vehicle,including estimating a damage cost to the vehicle and estimatinginjuries to the occupant of the vehicle involved in the crash event.

BACKGROUND

Vehicles, such as personal automobiles, motorcycles and/or constructionvehicles, may be insured in case of damage and/or destruction typicallycaused in a crash event (e.g., car accident). The conventional insurancepolicy on a vehicle may be based on vehicle specific information (e.g.,type of vehicle, make, model and so on), and operator information (e.g.,age, occupation driving history, and the like). In the event of a crashevent, insurance companies typically receive a claims, or informationrelating to the crash event involving the insured vehicle. Once reviewedand/or assessed, the insurance company may issue funds and/or provide asubsidized bill to cover repairs to the vehicle. Additionally, funds maybe issued to the insured or occupant of the vehicle to compensate forthe personal or medical expenses associated with the bodily injuriessustained in the crash event.

With the minimal information provided in these claims, an actualinsurance adjuster is usually required to do a review of the vehicle inperson and/or discuss the damage to the vehicle involved in the crashevent with a mechanic. As a result, conventional insurance policies takedays, or even weeks to complete the review of, and assess the claim.Additionally, where an adjuster needs to review the vehicle damage inperson, it may not be determined that the vehicle is a total loss ornon-repairable until after multiple days have passed and the ownerand/or the insurer of the vehicle has incurred multiple expenses, suchas towing expenses and mechanic assessment expenses.

For many years, property and casualty insurers have relied, and continueto rely on the policyholder making a phone call to a toll free numberinforming the insurer of the collision event and the likelihood of aclaim. This notice to the insurer, known as “first notice of loss”(FNOL), is the formal commencement of the claims process, and marks thebeginning of the limited window of time during which licensed insurersare expected to complete the vehicle repair, and close the claim file.The insurer must make a decision during the call from the policy holderhow to treat the vehicle. The decision typically involves decidingwhether the vehicle should be sent directly to a salvage auction (i.e. atotal loss or a write off), or should be sent to a collision repairshop. Without any real time technical data on the crash event, the callcenter employee typically will ask the policyholder, “how hard was thecrash”, or “is the vehicle drivable”. These questions are typical of thecurrent practice in the auto insurance industry worldwide, and areinexact, as the policy holder, is usually not well placed to determinewhether the vehicle is drivable or not.

New insurance policies provide an option for taking photos of thevehicle immediately after the crash event to help expedite the claimreview process. However, this program may also include drawbacks.Specifically, where an operator of the vehicle involved in the crashevent is in shock or affected physically and/or mentally from the crashevent, the operator may not be able to provide adequate photos or anyphotos at all to the insurance company. Additionally, in order toprovide the most accurate assessment of the damage, the insurancecompany relies solely on the operator of the vehicle to take adequatepictures of the damage. Where the pictures are not adequate, and/or thedevice used to take the pictures only produces low quality photos, theinsurance company may not be able to provide an accurate assessment ofthe damage to the vehicle. As a result, the insurance company mayrequest additional pictures at a later date, extending the assessmentprocess, or in some case may still require an insurance adjuster to findtime to travel to view the damage to the vehicle in person.

Additionally, every year in the US, there are some 16 million vehiclecrashes. These collision events generate some 2 million claims annuallyfor whiplash, a soft tissue injury to the neck, often associated withcrash events, particularly rear end collisions. Because whiplashinjuries are usually not measurable by conventional medical instruments,actual injury to the vehicle occupant is difficult to quantify with anyscientific certainty. In large part because of the difficultydetermining the actual soft tissue injury, whiplash and other softtissue claims which are fraudulent or exaggerated are reported to costthe property and casualty industry in the US billions of dollarsannually.

SUMMARY

Generally, embodiments discussed herein are related to a detectionsystem for analyzing a vehicle involved in a crash event. Moreparticularly the disclosure relates to a system and a method foranalyzing a crash event involving a vehicle, including estimating adamage cost to the vehicle and estimating injuries to the occupant ofthe vehicle involved in the crash event. The detection system, andmethod for analyzing the crash event using the detection system mayreceive information or data relating to the crash event involving thevehicle just moments after the crash event occurred. Once theinformation relating to the crash event is received by the detectionsystem, the information may be processed, analyzed, and/or compared, toinstantaneously provide an estimated damage cost to the vehicle involvedin the crash event, as well as, provide an instantaneous estimate forinjuries suffered by occupant(s) of the vehicle. These instantaneousand/or “real-time” estimations and information relating to the crashevent may be beneficial for an insurance carrier, who may provide, fastand accurate processing of an insurance claim. Additionally, using theinstantaneous estimations and information insurance carriers may be ableto process the claim more effectively and quickly, while reducing costsassociated with fraudulent and exaggerated claims. The information mayalso be beneficial for a user who may have an interest (e.g., emergencyservices, fleet, vehicle owners, lessor and the like) in the vehicleinvolved in the crash event, to obtain the quickest, and most accurateinformation relating to the crash event. Finally, the detection systemand process for analyzing the crash event may fully or completelyautomate the entire crash event involving the vehicle including thedetection, analysis and/or reporting process. By automating (e.g., nohuman interaction or reliance) the process of crash reporting andanalysis of the crash event, occupant health/safety may be improved,cost of insurance and processing may be reduced and the overall claimsprocess may be more efficient for insurance carriers, fleets, governmentagencies or anyone operating a vehicle.

One embodiment may include a method for instantaneously estimating adamage cost for a vehicle involved in a crash event. The method maycomprise automatically receiving an acceleration of the vehicle over apredetermined length of time in substantial real-time, determining achange in velocity of the vehicle involved in the crash event based, atleast in part, on the acceleration of the vehicle, determining crashforce information for the vehicle involved in the crash event based, atleast in part, on the acceleration of the vehicle and the change invelocity of the vehicle, determining physical-damage characteristics ofthe vehicle subsequent to the crash event based, at least in part, on atleast one of the acceleration of the vehicle, the change in velocity ofthe vehicle and the crash force information for the vehicle, andcalculating the estimated damage cost to the vehicle involved in thecrash event based, at least in part, on at least one of the determinedcrash force information for the vehicle, and the determinedphysical-damage characteristics of the vehicle.

Another embodiment may include a method for instantaneously estimatinginjuries to an occupant of a vehicle involved in a crash event. Themethod may comprise automatically receiving an acceleration of thevehicle over a predetermined length of time in substantial real-time,determining a change in velocity of the vehicle involved in the crashevent based, at least in part, on the acceleration of the vehicle,determining occupant information relating to the occupant of the vehicleinvolved in the crash event, determining pre-solved crash informationfor the vehicle based, at least in part, on at least one of theacceleration of vehicle, and the change in velocity of the vehicle, andcalculating estimated forces exerted on the occupant. The calculating ofthe estimated forces may be based, at least in part, on at least one ofthe acceleration of the vehicle, the change in velocity of the vehicle,the determined occupant information relating to the occupant, and thedetermined pre-solved information for the vehicle. The method may alsocomprise calculating an injury probability for various body portions forthe occupant of the vehicle based on the estimated forces exerted on theoccupant.

A further embodiment may include a system comprising a processor, and amemory coupled to the processor. The memory may store instructionswhich, when executed by the processor, causes the processor to perform amethod for analyzing a crash event. The method may comprise receiving anacceleration of a vehicle over a predetermined length of time, thevehicle involved in the crash event, determining a change in velocity ofthe vehicle involved in the crash event based, at least in part, on theacceleration of the vehicle, determining vehicle information relating tothe vehicle involved in the crash event, and at least one of, estimatinga damage cost for the vehicle involved in the crash event, andestimating injuries to an occupant of the vehicle involved in the crashevent.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure will be readily understood by the following detaileddescription in conjunction with the accompanying drawings, wherein likereference numerals designate like structural elements, and in which:

FIG. 1 depicts an illustrative exemplary detecting system for analyzinga crash event according to one or more embodiments.

FIG. 2 depicts an illustrative block diagram of a vehicle including anon-board diagnostic system and a telematics control unit, according toone or more embodiments.

FIG. 3 depicts an illustrative top view of the vehicle of FIG. 2,according to embodiments.

FIG. 4 depicts an exemplary graph of multi-axis acceleration data of avehicle involve in a crash event, according to embodiments.

FIGS. 5A and 5B depict illustrative views of a notification relating toa crash event sent to an electronic device, according to embodiments.

FIGS. 6 and 7 depict exemplary notifications relating to a crash event,according to additional embodiments.

FIG. 8 depicts an exemplary bill of materials (BOM) for a vehicleinvolved in a crash event, according to embodiments.

FIG. 9 depicts an exemplary notifications relating a total loss for avehicle involved in a crash event, according to embodiments.

FIG. 10 depicts exemplary graphs of crash victim simulation data for anoccupant of a vehicle involved in a crash event, according toembodiments.

FIG. 11A depicts an exemplary Abbreviated Injury Scale (AIS) chart foran occupant of a vehicle involved in a crash event, according toembodiments.

FIG. 11B depicts an exemplary notification relating to a crash event,according to another embodiment.

FIG. 12 depicts a flow chart illustrating a method of analyzing a crashevent involving a vehicle. The method may be performed by the detectionsystem depicted in FIGS. 1-3.

FIG. 13 depicts a flow chart illustrating a method of instantaneouslyestimating a damage cost to a vehicle involved in a crash event. Themethod may be performed by the detection system depicted in FIGS. 1-3.

FIG. 14 depicts a flow chart illustrating a method of instantaneouslyestimating injuries to an occupant of a vehicle involved in a crashevent. The method may be performed by the detection system depicted inFIGS. 1-3.

FIG. 15 depicts an illustrative block diagram example of physicalcomponents of a computing device that may be used with one or moreembodiments.

It is noted that the drawings of the invention are not necessarily toscale. The drawings are intended to depict only typical aspects of theinvention, and therefore should not be considered as limiting the scopeof the invention. In the drawings, like numbering represents likeelements between the drawings.

DETAILED DESCRIPTION

Reference will now be made in detail to representative embodimentsillustrated in the accompanying drawings. It should be understood thatthe following descriptions are not intended to limit the embodiments toone preferred embodiment. To the contrary, it is intended to coveralternatives, modifications, and equivalents as can be included withinthe spirit and scope of the described embodiments as defined by theappended claims.

The disclosure relates generally to detection system for a vehicleinvolved in a crash event. More particularly the disclosure relates to asystem and a method for analyzing a crash event involving a vehicle,including estimating a damage cost to the vehicle and estimatinginjuries to the occupant of the vehicle involved in the crash event.

The detection system, and method for analyzing the crash event using thedetection system may receive information or data relating to the crashevent involving the vehicle just moments after the crash event occurred.Once the information relating to the crash event is received by thedetection system, the information may be processed, analyzed, and/orcompared, to instantaneously provide an estimated damage cost to thevehicle involved in the crash event, as well as, provide aninstantaneous estimate for injuries suffered by occupant(s) of thevehicle. These instantaneous and/or “real-time” estimations andinformation relating to the crash event may be beneficial for aninsurance carrier, who may provide, fast and accurate processing of aninsurance claim. Additionally, using the instantaneous estimations andinformation insurance carriers may be able to process the claim moreeffectively and quickly, while reducing costs associated with fraudulentand exaggerated claims. The information may also be beneficial for auser who may have an interest (e.g., emergency services, fleet, vehicleowners, lessor and the like) in the vehicle involved in the crash event,to obtain the quickest, and most accurate information relating to thecrash event. Finally, the detection system and process for analyzing thecrash event may fully or completely automate the entire crash eventinvolving the vehicle including the detection, analysis and/or reportingprocess. By automating (e.g., no human interaction or reliance) theprocess of crash reporting and analysis of the crash event, occupanthealth/safety may be improved, cost of insurance and processing may bereduced and the overall claims process may be more efficient forinsurance carriers, fleets, government agencies or anyone operating avehicle.

These and other embodiments are discussed below with reference to FIGS.1-14. However, those skilled in the art will readily appreciate that thedetailed description given herein with respect to these Figures is forexplanatory purposes only and should not be construed as limiting.

The terms “instantaneous,” “real-time” and/or any similar term may beunderstood as happening immediately after or shortly thereafter a crashevent has occurred and/or has been detected. That is, terms relating totiming for performing an action discussed herein, such as“instantaneous” or “real-time,” may be understood as performing anaction within a shortened time frame after a crash event has occurred.In a non-limiting example, “instantaneous” or “real-time” events oractions discussed herein may be performed within a measurable time framebetween fractions of a second and multiple hours (e.g., 2-8 hours) aftera crash event has occurred. Additionally, the term “automated” may beunderstood as processes happening without the reliance, dependency orrequirement of human interaction for analyzing a crash event involving avehicle, and specifically, to instantaneously provide an estimateddamage cost to the vehicle involved in the crash event, as well as,provide an instantaneous estimate for injuries suffered by occupant(s)of the vehicle

FIG. 1 illustrates an exemplary system 100 for analyzing a crash eventinvolving a vehicle according to one or more embodiments of the presentdisclosure. More specifically, FIG. 1 illustrates a system 100 which mayanalyze data pertaining to the operation of a vehicle 102 involved in acrash event, and subsequently provide notifications, damage costestimations and/or vehicle occupant injury probabilities to apredetermined group of users, such as users 104A-104N.

As shown in FIG. 1, and discussed in detail herein, the system 100enables communication between the vehicle 102 and a crash event analysissystem 106 (hereafter, “analysis system 106”) responsible fordetermining and/or providing the notifications, damage cost estimationsand vehicle occupant injury probabilities over the communication network108. The communication network 108 may be any other suitablecommunication system including, but not limited to, internet, cellulardata network, hardwire, multi-server system and the like. Additionallyshown in FIG. 1, and discussed herein, the system 100 may enablecommunication between users 104A-104N and analysis system 106 over thenetwork 108.

Vehicle 102 of system 100 may include any suitable structure, componentand/or machine utilized for transporting users and/or good. In anon-limiting example, vehicle 102 may be configured as a personalautomobile that may transport at least one occupant, for example, adriver and passenger(s). In other non-limiting examples, vehicle 102 mayconfigured as, but is not limited to, construction machinery (e.g.,bulldozers, steam rollers, cherry pickers, and so on), heavy transportvehicles (e.g., tractor-trailers), aviation vehicles (e.g., commercialplanes), motorcycles, non-motorized vehicles (e.g., bicycles, towwagons), and the like.

Users 104A-104N may include a group of predetermined people, entitiesand/or companies interested in vehicle 102. That is, users 104A-104N maybe a group of people, entities or companies that may be predeterminedand/or preregistered with analysis system 106, who may be involved inthe operation or ownership of vehicle 102. In a non-limiting examplewhere vehicle 102 is a personal automobile, users 104A-104N may consistof the owner of vehicle 102, family members of the vehicle ownerpermitted to drive vehicle 102, insurance company of vehicle 102 and alender of vehicle 102, where vehicle 102 is leased or still in paymentfor ownership.

As shown in FIG. 1, and with reference to FIGS. 2 and 3, vehicle 102 mayinclude a telematic control unit 110 (hereafter, “TCU 110”). TCU 110 maybe positioned within and/or coupled to vehicle 110 for obtaining datarelating to the operation of vehicle 102 and crash related data forvehicle 102 when vehicle 102 is involved in a crash event, as discussedherein, and subsequently providing the data to analysis system 106. Asshown in FIGS. 2 and 3, TCU 110 may in electronic communication with anon-board diagnostics (OBD) system 112 of vehicle 102. TCU 110 may inelectrical communication with OBD system 112 for obtaining operationaldata from OBD system 112 relating to sub-systems of vehicle 102. Innon-limiting examples, and as discussed herein, TCU 110 may obtain datafrom OBD system 112 relating to, but not limited to: the speed ofvehicle 102, brake usage in vehicle 102, position of occupants sittingin various seats of vehicle 102, whether the occupants of vehicle 102are using a seat belt, an occupant's seat position with vehicle 102, andso on. In non-limiting examples, TCU 110 may be hardwired into OBDsystem 112 of vehicle 102, or alternatively, TCU 110 may in electroniccommunication with OBD system 112 using any suitable means for sharinginformation (e.g., Bluetooth).

TCU 110, as shown in FIG. 2, may include a vehicle operation informationstorage device 118, a communication module 120, a global position system(GPS) 122, and at least one accelerometer 124. Additionally, TCU 110 mayinclude additional, optional sensor(s) 126 (shown in phantom). Vehicleoperation information storage device 118 may include a short-term orlong term storage device that may store data relating to the operationof vehicle 102. Specifically, vehicle operation information storagedevice 118 may store data obtained from OBD system 112 of vehicle 102,and may also store data obtained by GPS 122, accelerometer 124, and whenapplicable, sensors 126, as discussed herein.

Communication module 120 of TCU 110 may be configured to communicatewith analysis system 106 over network 108 (see, FIG. 1), as discussedherein. Specifically, communication module 120 may be configured to senddata relating to the operation of vehicle 102, as obtained by TCU 110,to analysis system 106 for processing in “real-time.” Additionally, andas discussed herein, communication module 120 may be configured to senddetermined and/or calculated data relating to the crash event of vehicle102 as determined by event data recorder compiler (EDRC) 128 of TCU 100.Communication module 120 may send the data obtained by TCU110/calculated by EDRC 128 continuously, at predetermined intervals, ormay only send the data when the data is required for processing in viewof an event involving vehicle 102. In a non-limiting example, and asdiscussed herein, communication module 120 of TCU 110 may only send theobtain data relating to the operation of vehicle 102 when the obtaineddata indicates that vehicle 102 has been involved in a crash event(e.g., car accident). TCU 110 may send the data in substantial“real-time,” or nearly instantaneous of the crash event so analysissystem 106 may immediately or instantaneously begin to perform actionsand/or process to analyze the crash event involving vehicle 102, asdiscussed herein. Communication module 120 may be configured as anysuitable component or system that may transfer data to analysis system106 over network 108.

GPS 122 may be configured to determine a variety of operationalinformation for vehicle 102. Specifically, GPS 122 of TCU 110 may beconfigured to determine the location of vehicle 102, the orientation ofvehicle 102, and the velocity or speed of vehicle 102. The operationalinformation for vehicle 102 determined by GPS 122 may be stored onvehicle operation information storage device 118, and may be provided toanalysis system 106 via communication module 120 of TCU 110.

As shown in FIG. 2, TCU 110 may also include at least one accelerometer124. Accelerometer 124 of TCU 110 may continuously monitor, determineand provide, for vehicle operation information storage device 118, theacceleration of vehicle 102 over time. The acceleration of vehicle 102determined by accelerometer 124 may include multi-axis ormulti-orthogonal direction acceleration data (see, FIG. 4). As discussedherein, the multi-axis acceleration data determined by accelerometer 124of TCU 110 may aid in determine the speed, direction of movement,displacement, applied or exerted force and/or estimated damage tovehicle of vehicle 102 and injury probability to an occupant of vehicle102, when vehicle 102 is involved in a crash event. In a non-limitingexample, accelerometer 124 may be configured as a multi-axisaccelerometer In order to determine multi-axis acceleration data forvehicle 102. In another non-limiting example, TCU 110 may include aplurality of single-axis accelerometers that measure a single, distinctaxis or orthogonal direction of acceleration for vehicle 102.

Additional sensors 126 (shown in phantom) may also be included in TCU110. Sensors 126 may be configured as distinct sensors, and distinctsensor configurations that may obtain distinct data relating to theoperation of vehicle 102, which may be stored on vehicle operationinformation storage device 118 and/or transmitted to analysis system 106over network 108 via communication module 120, as discussed herein. Innon-limiting examples, sensor 126 may be configured as a gyroscope fordetecting change in the orientation. In another non-limiting example,sensor 126 may be configured as a plurality of force sensor positionedthroughout vehicle 102, where each force sensor is configured to measurethe force exerted on vehicle 102 during a crash event.

TCU 110 may also include an event data recorder compiler (EDRC) 128.EDRC 128 may process the information or data obtained by TCU 110 ofvehicle 102 involved in the crash event. More specifically, when a crashevent occurs, components of TCU 110 (e.g., vehicle operation storageinformation 118, accelerometer 124 and so on) may automatically send theinformation and/or data relating to the crash event to EDRC 128 to beginprocessing the information to instantaneously analyze the crash eventinvolving vehicle 102 in “real-time.” In a non-limiting example, EDRC128 may obtain data from TCU 110 of vehicle 102 in “real-time,” and mayprocess the data to determine if vehicle 102 was involved in a crashevent, and subsequently, determine a severity of the crash eventinvolving vehicle 102. The obtained data from TCU 110 (e.g., change inspeed or velocity, acceleration, and so on) may be processed by EDRC 128to determine crash force information. The crash force information mayrelate to an amount of crash force exerted on vehicle 102, and/or adirection of the crash force exerted on vehicle 102 during the crashevent. The obtained data and the determined crash force information maybe subsequently compared to predetermined metrics relating to similardata specific to vehicle 102 to determine the severity of the crash. Thepredetermined metrics may define data ranges (e.g., change in speed orvelocity, acceleration, crash force, and so on) associated withpredetermined crash thresholds for vehicle 102, which may be associatedwith distinct severities of crash events involving vehicle 102. As aresult, when EDRC 128 compares the obtained data and determined crashforce information with the predetermined metrics for vehicle 102, apredetermined crash threshold for the crash event involving vehicle 102may be determined, and consequently, a severity of the crash eventinvolving vehicle 102 may also be determined. The predetermined metricsand predetermined crash thresholds for vehicle 102 utilized by EDRC 128may be stored on vehicle information storage device 129 of TCU 110.

Additionally, EDRC 128 may determine the crash force and/or direction ofthe crash force using the acceleration information of vehicle 102determined by TCU 110. Specifically, the multi-axis or multi-orthogonaldirection acceleration data detected and transmitted by accelerometer(s)124 of TCU 110 may be received by EDRC 128, and may be subsequentlyanalyzed and compared to determine the crash force and/or direction ofthe crash force for vehicle 102 involved in the crash event. In thenon-limiting example, by analyzing and/or integrating the multi-axisacceleration data, and comparing the magnitude, the direction and/or thewave pattern of the multi-axis acceleration data, the amount of crashforce and/or the direction of the crash force may be determined byvehicle crash force module 142.

Finally, EDRC 128 may also determine the change in velocity or speed ofthe vehicle 102 involved in the crash event. EDRC 128 of TCU 110 maydetermine the change in velocity of the vehicle 102 by integrating theacceleration data relating to vehicle 102, as obtained by TCU 100, andspecifically, accelerometer 124 of TCU 110.

Although discussed herein as receiving information to determineinformation relating to a crash event, EDRC 128 may also obtain and/orprocess information for indicating other, distinct events undergone byvehicle 102. In a non-limiting example, EDRC 128 may obtain and/orreceive data from distinct components of TCU 110 to determined suchevents as when an occupant is using vehicle 102 on a less than desirableterrain (e.g., off-road, rough terrain), or when vehicle 102 passes overa speed bump a higher-than-recommended speed. By enabling EDRC 128 todetermine various events, and compare the events, EDRC 128 of TCU 110may distinguish between the crash events and non-crash events involvingvehicle 102 to ultimately determine when to transfer information or datato analysis system 106, as discussed herein.

Briefly turning to FIG. 3, and as discussed herein, accelerometer 124 ofTCU 110 may be positioned within and coupled to vehicle 102 toaccurately measure the acceleration of vehicle 102 during operation andbefore, during and subsequent to a crash event involving vehicle 102. Asshown in FIG. 3, TCU 110, including accelerometer 124, may be positionedadjacent a front end 130 of vehicle 102, and may be in electricalcommunication with OBD system 112. Additionally, as shown in FIG. 3, adistinct accelerometer 124 and/or an additional sensor 126 (shown inphantom) may be positioned within and/or coupled to vehicle 102,adjacent a back end 131 of vehicle 102. It is understood, however, thatthe positioning of TCU 110, the accelerometer 124, and when applicable,the additional sensor 126, within vehicle 102 may vary dependent onvehicle construction. That is, the position of TCU 110, accelerometer124, and/or sensor 126, as shown in FIG. 3, may be merely exemplary.

Returning to FIG. 1, analysis system 106 may include a plurality ofdistinct system utilized in analyzing a crash event of vehicle 102. Theplurality of distinct systems of analysis system 106 may be inelectronic communication with one another and may transmit, receiveand/or share data, between the systems, as discussed herein.

As shown in FIG. 1, analysis system 106 may include a notificationsystem 132. Notification system 132 may be configured to providenotifications to at least one user 104A-104N of a predetermined group ofusers in response to the detection of a crash event involving vehicle102, as determined by TCU 110. Notification system 132 may include acrash discrimination module 134 for processing information relating tovehicle 102 involved in the crash event, similar to EDRC 128 of TCU 110,and determining if the information relating to vehicle 102 involved inthe crash event exceeds at least one predetermined crash threshold, anda user notification module 136 for determining which users of thepredetermined group of users receive a notification based on theinformation relating to vehicle 102 involved in the crash event, thepredetermined crash threshold and/or the severity of the crash eventinvolving vehicle 102.

In a non-limiting example, crash discrimination module 134 may receivethe determined and/or calculated information determined by EDRC 128 ofTCU 110, and may process the information further. In anothernon-limiting example, crash discrimination module 134 may receive theinformation or data obtained by TCU 110 of vehicle 102, and may processthe information similar to EDRC 128, as discussed herein with respect toFIG. 2. In the non-limiting, crash discrimination module 134 may processthe information in place of EDRC 128 (e.g., when EDRC 128 cannot processthe information for TCU 110), or may process the information from TCU110 in addition to EDRC 128 of TCU 110 processing the information. Wherecrash discrimination module 134 processes the information in addition toEDRC 128, the information determined and/or calculated by crashdiscrimination module 134, as discussed herein, may be secondarydetermined or calculated information. This secondary determined orcalculated information may be used to verify the accuracy of thedetermined or calculated information of EDRC 128 of TCU 110 and/or maybe determined to provide the information where EDRC 128 of TCU 110cannot determine or calculate the information and/or cannot communicatewith analysis system 106.

In the non-limiting example where crash discrimination module 134determines calculates, and/or analyzes information or data relating tothe crash event, TCU 110 may automatically send information and/or datarelating to the crash event to crash discrimination module 134 to beginprocessing the information to instantaneously analyze the crash eventinvolving vehicle 102 in “real-time.” In a non-limiting example, crashdiscrimination module 134 may obtain data sent from TCU 110 of vehicle102 in “real-time,” and may process the data to determine if vehicle 102was involved in a crash event, and subsequently, determine a severity ofthe crash event involving vehicle 102, as similarly discussed hereinwith respect to EDRC 128. The obtained data sent from TCU 110 (e.g.,change in speed or velocity, acceleration, and so on) may be processedby crash discrimination module 134 to determine crash force information.The crash force information may relate to an amount of crash forceexerted on vehicle 102, and/or a direction of the crash force exerted onvehicle 102 during the crash event. The obtained data and the determinedcrash force information may be subsequently compared to predeterminedmetrics relating to similar data specific to vehicle 102 to determinethe severity of the crash. The predetermined metrics may define dataranges (e.g., change in speed or velocity, acceleration, crash force,and so on) associated with predetermined crash thresholds for vehicle102, which may be associated with distinct severities of crash eventsinvolving vehicle 102. As a result, when crash discrimination module 134compares the obtained data and determined crash force information withthe predetermined metrics for vehicle 102, a predetermined crashthreshold for the crash event involving vehicle 102 may be determined,and consequently, a severity of the crash event involving vehicle 102may also be determined, as discussed herein with respect to EDRC 128 ofTCU 110 (see, FIG. 2).

User notification module 136 of notification system 132 may determinewhich of the predetermined group of users 104A-104N may receivenotifications regarding the crash event involving vehicle 106.Specifically, user notification module 136 may receive the determinedseverity and/or the predetermined crash threshold of the crash eventinvolving vehicle 102, and may subsequently provide notifications to thepredetermined group of user 104A-104N, based on the severity and/or thepredetermined crash threshold. The notifications provided by usernotification module 136 may be sent through network 108, to user's104A-104N registered electronic device 138A-138N. The electronic devices138A-138N may be registered with notification system 132 of analysissystem 106, such that when the crash event involving vehicle 102 occurs,users 104A-104N may receive the notification on electronic device138A-138N. The electronic device 138A-138N may include any suitableelectronic device capable of receiving electronic data, including, butnot limited to, tablet computer, laptop computer, desktop computer,mobile phone, or any other product that may communicate with analysissystem 106 via network 108.

The notifications provided by user notification module 136 may includeinformation or data relating to the crash event and/or vehicle 102involved in the crash event. Specifically, information or data sent fromuser notification module 136 to users 104A-104N may include informationor data obtained from OBD system 112 of vehicle 104, determined by TCU110 of vehicle 102, and/or determined by crash discrimination module 134of notification system 132, as discussed herein. In non-limitingexamples, the notifications may include, but is not limited to,information or data including, but not limited to: the change in speedof vehicle 102 prior to, during and subsequent to the crash event, themulti-axis acceleration data of vehicle 102 prior to, during andsubsequent to the crash event, exerted crash force, a direction of thecrash force exerted on vehicle 102 during the crash event, location ofthe crash event, time of the crash event, date of the crash event,severity of the crash event, a license plate number, and/or a vehicleidentification number (VIN).

Additionally, user notification module 136 may send distinctnotifications including, at least partially, distinct information ordata to users 104A-104N. That is, distinct notifications may be sent tousers 104A-104N at different times, where each of the distinctnotifications may include similar information and/or may includedistinct information, not including on the distinct notification. In anon-limiting example, user notification module 136 of notificationsystem 132 may send two distinct notifications to users 104A-104N. In afirst notification, user notification module 136 may send an SMS messageand/or an e-mail to users 104A-104N directly after the crash eventinvolving the vehicle occurs. The first notification may include anotification that a crash event has occurred with vehicle 102, identifyvehicle 102 by license plate number, a time and date of the crash event,a severity level of the crash event, and a location of the crash event.In the non-limiting example, user notification module 136 ofnotification system 132 may send a second notification to users104A-104N, shortly after sending the first notification. The secondnotification may include a time and date of the crash event, a severitylevel of the crash event, a location of the crash event, a license platenumber, and/or a vehicle identification number (VIN), similar to thefirst notification. In addition, the second notification may alsoinclude the speed of vehicle 102 prior to, during and subsequent to thecrash event, the multi-axis acceleration data of vehicle 102 prior to,during and subsequent to the crash event, exerted crash force on vehicle102 during the crash event, and a direction of the crash force exertedon vehicle 102 during the crash event. As a result of the detailprovided in the second notification, user notification module 136 maysend users 104A-104N a link or instructions prompting them to connectwith analysis system 106 to view the information provided in the secondnotification.

Furthermore, specific users of the predetermined group of users104A-104N may receive a notification from user notification module 136of notification system 132 based upon a predetermined notificationprofile specific to the predetermined group of users 104A-104N and/orspecific to vehicle 102. More specifically, the information obtained,and/or determined by TCU 110 and/or crash discrimination module 134 maydictate which specific users of the predetermined group of users104A-104N may receive a notification. Additionally, predeterminedperimeters involving each user 104A-104N may also determine whichspecific users receive a notification from user notification module 136.The predetermined parameters may be automatically established inanalysis system 106, or may be set up by a user, and may be based on theuser's personal preference for receiving notifications.

In a non-limiting example, a notification may be sent to a first selectgroup (e.g., users 104A-104D) of the predetermined group of users104A-104N when it is determined that the severity of the crash and/orthe information obtained/determined regarding the actual crash eventexceeds a predetermined crash threshold. In the non-limiting example,and as discussed herein, exceeding the predetermined crash threshold maycorrelate to detected and/or calculated information relating to thecrash event involving vehicle 102 having and/or exceeding apredetermined crash severity, predetermined speed threshold,predetermined acceleration threshold and/or predetermined exerted forcethreshold.

In another non-limiting example, a notification may be sent to a secondselect group (e.g., users 104A and 104B) of the predetermined group ofusers 104A-104N when it is determined that the severity of the crashand/or the information obtained/determined regarding the actual crashevent does not exceed a predetermined crash threshold. In thenon-limiting example, and as discussed herein, the predetermined crashthreshold may not be exceeded when the detected and/or calculatedinformation relating to the crash event involving vehicle 102 does notexceed a predetermined crash severity, predetermined speed threshold,predetermined acceleration threshold and/or predetermined exerted forcethreshold.

Although discussed herein as providing information relating to the crashseverity, acceleration, change in speed and so on, notification system132 may provide additional detected and/or calculated information thatmay relate to the crash event involving vehicle 112. In non-limitingexamples, notification system 132 may provide a notification to a userwhich may include information relating to whether emergency responseunits have been dispatched to the location of the crash event, if theairbags of vehicle 102 have been deployed, number of occupants of thevehicle and the like.

Analysis system 106 may also include a vehicle damage system 140.Vehicle damage system 140 may be configured to analyze the informationdetected, obtained and/or calculated relating to the crash event, andmay instantaneously determine an estimate of damage cost for vehicle 102involved in the crash event. Vehicle damage system 140 may include avehicle crash force module 142 for processing information relating tovehicle 102 involved in the crash event and determining informationrelating to vehicle 102 involved in the crash event. Vehicle damagesystem 140 may also include a physical-damage module 144 for determiningphysical-damage characteristics of vehicle 102 based, at least in part,on the determined information from the vehicle crash force module 142,and damage cost module 146 for calculating an estimated damage cost tovehicle 102 involved in the crash. Additionally, vehicle damage system140 may also include a vehicle information storage device 148 which maycontain information relating to vehicle 102 utilized by the variousmodules of vehicle damage system 140 for estimating damage cost forvehicle 102 involved in the crash event, as discussed herein.

Like EDRC 128 of TCU 110 (see, FIG. 2) or crash discrimination module134 of notification system 132, vehicle crash force module 142 mayreceive the information or data obtained by TCU 110 of vehicle 102, andmay process the information. Similar to crash discrimination module 134,vehicle crash force module 142 may process the information in place ofEDRC 128, or may process the information to create secondaryinformation, in addition to the determined and/or calculated informationof EDRC 128. In a non-limiting example wherein vehicle crash forcemodule 142 processes information from TCU 110, vehicle crash forcemodule 142 may obtain data sent from TCU 110 of vehicle 102, and mayprocess the data to determine a change in velocity of vehicle 102 basedon the automatically received acceleration data for vehicle 102,determine an amount of crash force exerted on vehicle 102, and adirection of the crash force exerted on vehicle 102 during the crashevent. Vehicle crash force module 142 may determine the change invelocity of the vehicle 102 by integrating the acceleration datarelating to vehicle 102, as obtained and/or automatically sent by TCU100. In another non-limiting example, and as similarly discussed hereinwith respect to crash discrimination module 134 of notification system132, vehicle crash force module 142 may receive the determined and/orcalculated information (e.g., crash threshold, severity of the crashevent) directly from EDRC 128 of TCU 110.

Additionally, and similar to EDRC 128 of TCU 110, vehicle crash forcemodule 142 may determine the crash force and/or direction of the crashforce using the acceleration information of vehicle 102 received fromTCU 110. Specifically, the multi-axis or multi-orthogonal directionacceleration data detected and transmitted by accelerometer(s) 124 ofTCU 110 may be received by vehicle crash force module 142, and may besubsequently analyzed and compared to determine the crash force and/ordirection of the crash force for vehicle 102 involved in the crashevent. In the non-limiting example, by analyzing and/or integrating themulti-axis acceleration data, and comparing the magnitude, the directionand/or the wave pattern of the multi-axis acceleration data, the amountof crash force and/or the direction of the crash force may be determinedby vehicle crash force module 142.

Physical-damage module 144 may determine physical-damage characteristicsof vehicle 102 based, at least in part, on the determined informationfrom the vehicle crash force module 142. In a non-limiting example,physical-damage module 144 may utilize the acceleration data receivedfrom TCU 110, the change in speed or velocity of the vehicle 102determined using the acceleration data, and/or the determined crashforce information (e.g., the amount of crash force and/or the directionof the crash force) for vehicle 102 to determine physical-damagecharacteristics of vehicle 102 involved in the crash event. Additionallyin the non-limiting example, physical-damage module 144 may determinephysical-damage characteristics of vehicle 102 using vehicle-specificcrash information relating to vehicle 102 stored in vehicle informationstorage device 148. The vehicle-specific crash information may relate,but is not limited, to predetermined crash information (e.g., NHTSAcrash ratings) specific to vehicle 102 and/or information relating tomanufacturing/material composition (e.g., steel type or grade),tolerances (e.g., compression force for deformation) and/orspecifications (e.g., dimensions of frame or wheel base) specific tovehicle 102 involved in the crash event. Using the information received,obtained, provided and or determined by vehicle crash force module 142,physical-damage module 144 may determine physical-damage characteristicsof vehicle 102. In a non-limiting example, the physical-damagecharacteristics of vehicle 102 may be determined by physical-damagemodule 144 by calculating an anticipated crush deformation of vehicle102 involved in the crash event. In another non-limiting example, thephysical-damage characteristics of vehicle 102 may be determined byphysical-damage module 144 by obtaining standardized crash informationor crush deformation information for vehicle 102 from vehicleinformation storage device 148. The crush deformation of vehicle 102 maybe the amount of deflection or deformation (e.g., measured in inches) ofa portion of vehicle 102 that may be damaged or impacted as a result ofthe crash event. As discussed herein, the crush deformation may aid inboth estimating the damage cost to vehicle 102 involved in the crashevent, and estimating the injuries to an occupant of vehicle 102.

Damage cost module 146 may calculate the estimated damage cost tovehicle 102 involved in the crash event based, at least in part, on thedetermined information from the vehicle crash force module 142 andphysical-damage module 144. Initially, damage cost module 146 mayutilize the acceleration data received from TCU 110, the change in speedfor vehicle 102, the determined crash force and/or direction of thecrash force (e.g., crash force information) from vehicle crash forcemodule 142, and the physical-damage characteristics (e.g., calculatedcrush deformation) for vehicle 102 from physical-damage module 144, todetermine which parts or components of vehicle 102 may be damaged in thecrash event. Additionally in the non-limiting example, damage costmodule 146 may also determine the severity of the damage to each damagepart of vehicle 102, as determined based on, at least in part, theinformation from vehicle crash force module 142, and physical-damagemodule 144. Based on the determined severity of damage to the parts ofvehicle 102 effected in the crash event, damage cost module 146 may alsodetermine which parts may be replaced and/or repaired.

Once damage cost module 146 determines the parts of vehicle 102 damagedas a result of the crash event, and more specifically, the parts thatrequire replacement and/or repair, damage cost module 146 may determinea first cost associated with repairing damaged parts of vehicle 102, anda second cost associated with replacing damaged parts of vehicle 102. Inthe non-limiting example, damage cost module 146 may provide individual,estimated cost for repairing and/or replacing each damaged part ofvehicle 102 involved in the crash event using predetermined monetaryvalues for each part specific to vehicle 102. The information relatingto the predetermined monetary value for replacing/repairing each partspecific to vehicle 102 may be stored in and/or obtained from vehicleinformation storage device 148 of vehicle damage system 140. In anothernon-limiting example, damage cost module 146 may determine a pluralityof estimated costs for repairing/replacing the damaged parts of vehicle102, where some of the damaged parts may either be repaired or replaced.The plurality of determined, estimated costs may provide cost optionsand/or comparisons for one of repairing and/or replacing the damagedparts.

In addition to calculating the estimated damage cost to vehicle 102,damage cost module 146 may also generate a bill of materials (BOM) basedon the estimated and/or detected damage to vehicle 102 involved in thecrash event. In a non-limiting example, and using the estimated damageto vehicle 102 calculated by vehicle damage system 140, damage costmodule 146 may generate a BOM specific to vehicle 102 involved in thecrash event. BOM may include, but is not limited to, a list of thedamaged parts, a cost associated with repairing the damaged parts whenapplicable, a cost associated with replacing the damaged parts whenapplicable, and total costs for replacing, repairing and/or anycombination of replacing and repairing the damaged parts of vehicle 102.As discussed herein, the BOM generated by damage cost module 146 may beprovided to a user (e.g., users 104A-104N) specific to vehicle 102, whomay be affected by the crash event.

Additionally, damage cost module 146 may also determine if the crashevent involving vehicle 102 has resulted in a probable total loss ofvehicle 102. A determined probable total loss of vehicle 102 maycorrelate to vehicle 102 being a total loss, commonly referred to as“totaled” or a “write-off,” rendering vehicle 102 non-repairable byinsurance and/or operational standards. Damage cost module 146 determinevehicle 102 is a probable total loss by calculating a value of thevehicle prior to the crash event, and comparing the calculated value ofvehicle 102 with the estimated damage cost to vehicle 102. Where theestimated damage cost to vehicle 102 exceeds a predetermined percentage(e.g., 75%) of the calculated value of vehicle 102, damage cost module146 may determine vehicle 102 is a probable total loss. In anon-limiting example where a probable total loss is determined, vehicle102 may not be repaired and/or may not be covered by an insurancecarrier, and vehicle 102 may be sent directly to auction for salvage. Inanother non-limiting example where a probable total loss is notdetermined (e.g., does not exceed the predetermined percentage), vehicle102 may be sent directly to a repair our auto body shop for repairs. Thevalue of vehicle 102 may be calculated by damage cost module 146 usinginformation specific to vehicle 102 (e.g., vehicle make, vehicle model,vehicle model year, mileage, previous accidents, and so on), andmonetary information specific to vehicle 102 stored on vehicleinformation storage device 148.

The information received, determined, calculated, and/or generated byvehicle damage system 140, as discussed herein, may be provided in anotification to one or more of the predetermined group of users104A-104N. That is, and as discussed herein with respect to notificationsystem 132, information processed and/or determined by vehicle damagesystem 140 may be provided to a user via a notification. In anon-limiting example, the notification including the information fromvehicle damage system 140 may be provided to the user's electronicdevice 138 over network 108. In the non-limiting example, thenotification may be originate from vehicle damage system 140, oralternatively, vehicle damage system 140 may send the notification tonotification system 132, which may in turn transmit the notification theuser(s) via network 108.

As shown in FIG. 1, analysis system 106 may also include an occupantinjury system 150. Occupant injury system 150 may be configured toanalyze the information detected, obtained and/or calculated relating tothe crash event, and instantaneously estimate injuries to an occupant ofvehicle 102 involved in the crash event. Occupant injury system 150 mayinclude an occupant crash force module 152 for processing informationrelating to vehicle 102 involved in the crash event and determininginjury information relating to the occupant of vehicle 102 involved inthe crash event. Occupant injury system 150 may also include an injuryprobability module 154 for determining an injury probability for theoccupant of vehicle 102 based, at least in part, on the informationrelating to vehicle 102 involved in the crash event, and determinedinjury information relating to the occupant of vehicle 102, asdetermined by occupant crash force module 152. Additionally, occupantinjury system 150 may also include vehicle information storage device148, similar to vehicle damage system 140, which may contain informationrelating to vehicle 102 utilized by the various modules of occupantinjury system 150, as discussed herein. Also shown in FIG. 1, anddiscussed herein, occupant injury system 150 may include occupantinformation storage device 156 which may contain information relating toan occupant of vehicle 102 utilized by the various modules of occupantinjury system 150 to estimate injuries to occupant of vehicle 102.

Occupant crash force module 152 of occupant injury system 150 mayperform similar operations as distinct modules of TCU 110, notificationsystem 132 and/or vehicle damage system 140. In a non-limiting example,occupant crash force module 152 may receive data from TCU 110 relatingto vehicle 102 involved in the crash event and may process and/oranalyze the acceleration data to determine a change in speed or velocityof the vehicle 102 involved in the crash event, and crash forceinformation (e.g., amount of crash force exerted and/or a direction ofthe crash) for vehicle 102, as discussed herein with respect to EDRC128, crash discrimination module 134 and/or vehicle crash force module142. Additionally, in the non-limiting example, occupant crash forcemodule 152 may determine vehicle information relating to vehicle 102involved in the crash event, similar to physical-damage module 144 ofvehicle damage system 140. As discussed herein with respect tophysical-damage module 144, the determining of vehicle information mayinclude obtaining vehicle-specific information relating to vehicle 102from vehicle information storage device 148, and/or calculating ananticipated crush deformation of vehicle 102.

In another non-limiting example, occupant crash force module 152 ofoccupant injury system 150 may obtain the information received,determined, calculated and/or obtained by distinct modules ofnotification system 132 and/or vehicle damage system 140. That is,occupant crash force module 152 may not perform similar operations, butrather, may obtain the information provided by modules (e.g., EDRC 128,crash discrimination module 134, vehicle crash force module 142,physical-damage module 144, and so on) of TCU 110, notification system132 and/or vehicle damage system 140 for estimating injuries to anoccupant of vehicle 102 involved in the crash event.

Occupant crash force module 152 of occupant injury system 150 may alsobe configured to determine occupant information relating to the occupantof vehicle 102 involved in the crash event. In a non-limiting example,the determining of the occupant information may include obtainingoccupant specific information for the occupant of the vehicle 102. Theoccupant specific information may be set up by a user, and may be basedon the user's personal characteristics and information. The occupantspecific information for the occupant may include, but is not limitedto, information pertaining to the occupant's height, the occupant's age,the occupant's gender, the occupant's weight, and so on. The occupantspecific information may be stored within occupant information storagedevice 156.

In another non-limiting example, the determining of the occupantinformation may include, obtaining predetermined, standardized occupantinformation. Distinct from the occupant specific information discussedabove, the predetermined, standardized occupant information may begeneric and/or average information relating to an average occupant ofvehicle 102. The predetermined, standardized occupant information thatmay be obtained may include information relating to an average occupantbased, at least in part, on the gender, the age and/or the stature ofthe actual occupant of vehicle 102. In a non-limiting example, thepredetermined, standardized occupant information may be informationrelating to the 50^(th) percentile of an occupant having a similargender. In another non-limiting example, where more information is knownabout the occupant, the predetermined, standardized occupant informationmay be information relating to a more specific percentile (e.g., 5^(th)percentile, or 95^(th) percentile) of an occupant having a similargender, to more closely model the occupant information for processing,as discussed herein. The predetermined, standardized occupantinformation may be stored within occupant information storage device156.

In determining occupant information relating to the occupant of vehicle102, occupant crash force module 152 may also determine if the occupantwore a seat belt during the crash event, and/or determine thepositioning of a seat in vehicle 102 utilized by the occupant. In anon-limiting example, TCU 110 in electrical communication with OBDsystem 112 of vehicle 102 may determine and transmit informationpertaining to the use of a seat belt by the occupant and the position ofthe seat utilized by the occupant within vehicle 102. In a non-limitingexample, the seat position may be estimated based on occupant specificinformation, such as, but not limited to, the height of the occupant,the weight of the occupant, the age of the occupant, the gender of theoccupant and so on. In another non-limiting example, and similar topredetermined, standardized occupant information, the position of theseat utilized by the occupant within vehicle 102 may include astandardized, generic and/or average seat position for the seat invehicle 102.

Occupant crash force module 152 of occupant injury system 150 may alsodetermine or obtain pre-solved crash information for vehicle 102. Thepre-solved crash information for vehicle 102 may be based, at least inpart, on the acceleration of the vehicle, the change in velocity of thevehicle, and vehicle-specific information, as discussed herein. Usingthe obtained, calculated and/or determined information relating to thecrash event involving vehicle 102, pre-solved crash information mayinclude pre-solved or predetermined crash force information (e.g.,amount of crash force and/or direction of the crash force) which mayprovide substantially similar vehicle-specific crash information forvehicle 102 involved in the crash event. This pre-solved crashinformation may be pre-solved and/or predetermined for a plurality ofvehicles, including vehicle 102, having crashes involving a distinctcrash event information (e.g., change in speed, acceleration, and thelike). The pre-solved crash information may be stored in a library on astorage device, such as vehicle information storage device 148.

Injury probability module 154 may calculate estimated forces exerted onthe occupant of vehicle 102 during the crash event. More specifically,injury probability module 154 may calculate estimated forces exerted onthe occupant of vehicle 102 based, at least on, the acceleration datarelating to vehicle 102, the change in the speed of vehicle 102, thedetermined occupant information and the determined pre-solved crashinformation for vehicle 102. In a non-limiting example, injuryprobability module 154 may calculate the estimated forces exerted on theoccupant using the received/determined information from occupant crashforce module 152, and subsequently using the received/determinedinformation to conduct a crash victim simulation. In the non-limitingexample, the crash victim simulation may utilize the received/determinedinformation from occupant crash force module 152 and provide estimatedforces exerted on distinct portions and/or body parts of the occupantduring the crash event.

Based on the estimated forces exerted on the occupant of vehicle 102during the crash event, and the occupant information, injury probabilitymodule 154 may also calculate an injury probability for the occupant ofvehicle 102. In a non-limiting example, the estimated forces exerted onthe occupant of vehicle 102 may be compared to predetermined injurythresholds specific to occupants having similar characteristics of theoccupant of vehicle 102. The predetermined injury thresholds may definea probability of injury or estimate a likelihood of injury to anoccupant based on a predetermined exerted force during a crash event.Additionally, the predetermined injury thresholds may define theprobability of injury or estimate the likelihood of injury to distinctportions and/or body parts of the occupant during the crash event. Innon-limiting examples, the likelihood of injury to the distinct portionsor body parts of the occupant involved in the crash event may include,but is not limited to, the likelihood of injury to the occupants head,neck, chest and lower extremities (e.g. legs, feet and so on). Bycomparing the estimated forces exerted on the occupant of vehicle 102with the predetermined injury thresholds, injury probability module 154may calculate the injury probability for the occupant of vehicle 102involved in the crash event.

Although discussed herein as estimating injuries to an occupant ofvehicle 102 involved in a crash event, it is understood that injuriesmay be estimated for multiple occupants of vehicle 102. That is, theprocesses discussed herein with respect to occupant injury system 150may be performed for every occupant of vehicle 102 to estimate injuriesfor all occupants involved in the crash event.

Similar to vehicle damage system 140, the information received,determined, calculated, and/or generated by occupant injury system 150,as discussed herein, may be provided in a notification to one or more ofthe predetermined group of users 104A-104N. That is, and as discussedherein with respect to notification system 132, information processedand/or determined by occupant injury system 150 may be provided to auser via a notification. In a non-limiting example, the notificationincluding the information from occupant injury system 150 may beprovided to the user's electronic device 138 over network 108. In thenon-limiting example, the notification may be originate from occupantinjury system 150, or alternatively, occupant injury system 150 may sendthe notification to notification system 132, which may in turn transmitthe notification the user(s) via network 108.

Although shown as being distinct systems as part of analysis system 106,it is understood that the modules and/or storage devices of notificationsystem 132, vehicle damage system 140 and/or occupant injury system 150may be integrated or included in a single system. Additionally, one ormore of the systems (e.g., notification system 132, vehicle damagesystem 140 and/or occupant injury system 150) may be integrated orincluded within TCU 110, and may operate and function as discussedherein in a similar fashion when integrated or included within TCU 110.

FIG. 4 depicts a non-limiting example of multi-axis or multi-orthogonaldirection acceleration data 200 relating to vehicle 102 (see, FIG. 1)involved in a crash event. As discussed herein, multi-axis accelerationdata 200 may be detected by accelerometer(s) 124 of TCU 110 (see, FIGS.1 and 2). In the non-limiting example shown in FIG. 4, multi-axisacceleration data 200 may include acceleration data 202 of vehicle 102in a variety of directions; specifically, acceleration data 202 a in afirst direction, acceleration data 202 b in a second direction, andacceleration data 202 c in a third direction. As discussed herein, theacceleration data 200 may be analyzed, compared and/or utilized todetermine the acceleration of vehicle 102, the change in speed ofvehicle 102, the displacement of vehicle 102, the amount of forceexerted on vehicle 102, the direction of the force exerted on vehicle102, the physical-damage characteristics (e.g., crush deformation) ofvehicle 102, and so on.

Although three directions of acceleration data 200 are shown in FIG. 4,it is understood that more or less directions of acceleration data maybe determined by accelerometer 124 of TCU 110 during a crash eventinvolving vehicle 102. As discussed herein, although not shown, agyroscope (e.g., sensor 126) may be utilized to provide similarmulti-directional information to analyze the crash event involvingvehicle 102. In the non-limiting example, gyroscope of TCU 110 mayprovide information relating to the angular rotation of vehicle 102about three axes or directions, which may aid in analyzing the crashevent.

FIGS. 5A and 5B depict non-limiting examples of notifications 300 beingprovided to electronic device 138 associated with user 104 (see, FIG.1). As shown in FIGS. 5A and 5B, electronic device 138 may be depictedas a handheld electronic device (e.g., mobile phone, tablet, and so on).In the non-limiting examples of FIGS. 5A and 5B, the notification 300provided to electronic device 138 may include crash information 302relating to a crash event involving vehicle 102 associated withelectronic device 138 and/or user of electronic device 138. As discussedherein, crash information 302 may include, but is not limited to,information relating to a detection of a crash, vehicle information, atime of the crash event, a date of the crash event, adetected/determined severity level of the crash, if airbags deployed,whether emergency response units have been notified and the like.

Additionally in the non-limiting examples shown in FIGS. 5A and 5B,notification 300 may also include crash location information 304. Crashlocation information 304 may include a location (e.g., an address) ofthe crash event involving vehicle 102. In the non-limiting example shownin FIG. 5A, the crash location information 304 may also include ahyperlink to a map to provide a visual of the location of the crashevent involving vehicle 102. The hyperlink may open a web browser map,or alternatively may open a map application (“app”) of electronic device138. In another non-limiting example shown in FIG. 5B, a map graphic 308may be included in the crash location information 304, providing theuser of electronic device 138 with a visual of a location of the crashevent involving vehicle 102.

FIG. 6 depicts a non-limiting example of an additional notification 400relating to vehicle 102 (see, FIG. 1) involved in a crash event. Asdiscussed herein, notification 400 may be sent to electronic device 138of user 104. In the non-limiting example shown in FIG. 6, notification400 may include various forms of information related to distinctinformation for the crash event involving vehicle 102. For example,notification 400 may provide a linear graph 402 depicting the multi-axisor multi-orthogonal direction acceleration data 200, as discussed hereinwith respect to FIG. 4, and a distinct linear graph 404 depictingpre-impact speed 406 of vehicle 102 prior to the crash event.Additionally, notification 400 may include a map 308 depicting alocation of the crash event involving vehicle 102. Furthermore in thenon-limiting example notification 400 may include directional crashforce indicator 410, which may depict the direction and/or angle of thecrash force exerted on vehicle 102 during the crash event. Finally,notification 400 may include additional crash information 412 relatingto the crash event involving vehicle 102. The additional crashinformation 412 may include, but is not limited to, information relatingto a detection of a crash, vehicle information, a time of the crashevent, a date of the crash event, a detected/determined severity levelof the crash, if airbags deployed, whether emergency response units havebeen notified and the like.

FIG. 7 depicts a non-limiting example of another notification 500relating to vehicle 102 (see, FIG. 1) involved in a crash event.Notification 500 may include vehicle information 502, relating tovehicle-specific information (e.g., vehicle make, vehicle model, vehiclemodel year, and so on) for vehicle 102, and crash event information 504relating to the crash event involving vehicle 102, as similarlydiscussed herein with respect to crash information 302 in notification300 (see, FIGS. 5A and 5B) and additional crash information 412 innotification 400 (see, FIG. 6). Notification 500 may also include a map308 depicting a location of the crash event involving vehicle 102, anddirectional crash force indicator 410, which may depict the directionand/or angle of the crash force exerted on vehicle 102, as similarlydiscussed herein with respect to FIGS. 5B, and/or 6.

As shown in FIG. 7, notification 500 may also include a visual 506depicting the severity of the damage to vehicle 102 involved on thecrash event. In a non-limiting example, visual 506 may include a pictureof a vehicle similar to vehicle 102 that may have undergone a similarcrash event having similar crash event perimeters and/or determinedinformation (e.g., acceleration, speed, crash force, direction of crashforce and so on). The picture of the similar vehicle undergoing asimilar crash event may be stored on a storage device and obtained afterthe vehicle information 502 and/or crash event information 504 isdetermined. In another non-limiting example, visual 506 may depict anactual image of vehicle 102 after the crash event, where an occupant ofvehicle 102 submits a picture of vehicle 102. In a further non-limitingexample, visual 506 may be a computer generated or rendered based on thevehicle information 502 and/or crash event information 504 using anysuitable graphic or animation software. The visual 506 may utilized tocompare damage to vehicle 102 with a similar crash event involving avehicle identical to vehicle 102 and/or to provide a visual of thedamage to a user unable to see vehicle 102 after the occurrence of thecrash event.

Notification 500 may also include estimated damage cost information 508relating to an estimated damage cost for repairing and/or replacingdamaged parts of vehicle 102 involved in the crash event. As discussedherein, the estimated damage cost information 508 may be determinedusing vehicle damage system 140 and information determined, received,obtained and/or calculated using vehicle damage system 140 and/or TCU110 of vehicle 102 (see, FIG. 1).

In the non-limiting example shown in FIG. 7, notification 500 may alsoinclude a bill of materials (BOM) 510. BOM 510 may provide a chart whichmay include the parts and/or components of vehicle 102 that may bedamaged in the crash event. Additionally BOM 510 may include a partcount for the number of parts and/or components of vehicle 102 that maybe damaged in the crash event. Although not shown, BOM 510 may alsoinclude cost or fees associated with services to be performed on vehicle102 involved in the crash event. In non-limiting examples, BOM 510 mayalso include cost estimations associated with services such as new paintfor vehicle 102 and/or repair services (e.g., frame straightening, tirerealignment, and so on) that may not include the need to repair and/orreplace a part of vehicle 102.

FIG. 8 depicts another non-limiting example of BOM 510A. As shown inFIG. 8, BOM 510A may include parts and/or components and a parts countfor the parts and/or components of vehicle 102 that may be damaged inthe crash event. Additionally, BOM 510A may include estimated costs forrepairing and/or replacing the damaged parts and/or components ofvehicle 102 involved in the crash event. As shown in the non-limitingexample of FIG. 8, BOM 510A may depict some parts that include both anestimated cost to repair and replace, and some parts that may only berepaired or replaced. As discussed herein, crash information relating tovehicle 102 involved in the crash event may determine which parts and/orcomponents may be repaired and/or replaced.

FIG. 9 shows an additional notification 550. Notification 550 mayinclude information relating to a total loss of vehicle 102 involved inthe crash event. As discussed herein, total loss of vehicle 102 may becalculated to determine if vehicle 102 is capable of being repaired foruse after the crash, or if vehicle 102 may not be repaired. As shown inFIG. 9, and as discussed herein, an estimated repair cost to returnvehicle 102 to the pre-crash condition may be compared to an actualvalue of vehicle 102 prior to the crash event. Where the estimatedrepair cost equals and/or exceeds a predetermined percentage of theactual value of the vehicle 102, vehicle 102 may be deemed a total lossand may be sent to an auction for salvage, as discussed herein.Conversely, where the estimated repair cost does not exceed apredetermined percentage of the actual value of the vehicle 102, vehicle102 may not be deemed a total loss and may be sent directly to a repairshop.

FIG. 10 depicts non-limiting examples of crash victim simulation data600 for an occupant of vehicle 102 (see, FIG. 1) involved in a crashevent. As discussed herein, crash victim simulation data 600 may bedetermined and/or generated using crash event information relating tothe crash event involving vehicle 102, information relating to vehicle102 and information relating to the occupant of vehicle 102 (see, FIGS.1 and 2). In the non-limiting example shown in FIG. 10, crash victimsimulation data 600 may be represented in a set of linear graphs602A-602D. Each linear graph may represent a distinct force applicationand/or distinct position/orientation of a respective portion or bodypart of the occupant, as determined during the crash victim simulation.In the non-limiting example shown in FIG. 10, graph 602A may representthe force exerted and/or the neck tension of an occupant involved in acrash event in an extension orientation. Additionally in thenon-limiting example, graph 602B may depict measured neck tension in aflexion orientation, and graphs 602C and 602D may depict measure neckcompression in an extension and flexion orientation, respectively. Asdiscussed herein, the crash victim simulation data 600 may be analyzed,compared and/or utilized to estimate injuries of an occupant of vehicle102 involved in the crash event.

Although only information relating to neck tension and compression isdepicted in the non-limiting example of crash victim simulation data 600shown in FIG. 49, it is understood that distinct portions and/or bodyparts of an occupant of vehicle 102 may also have similar datadetermined.

FIGS. 11A and 11B depict non-limiting examples of an injury probabilitynotification 700, 710 relating to vehicle 102 (see, FIG. 1) involved ina crash event. In the non-limiting examples, injury probabilitynotification 700, 710 may depict a probability and/or likelihood ofinjury for an occupant of vehicle 102 involved in the crash event, asdiscussed herein. Injury probability notification 700, 710 may provide aprobability or likelihood of injury for various body portions or parts(e.g., head, neck, chest and so on) of the occupant of vehicle 102involved in the crash event. In the non-limiting example shown in FIG.11A, the likelihood of injury provided in the injury probabilitynotification 700 may be expressed using a percentage of injury,Specifically, as shown in FIG. 11A, injury probability notification 700may be represented as the Abbreviated Injury Scale (AIS).

In another non-limiting example shown in FIG. 11B, the likelihood ofinjury provided in the injury probability notification 710 may be averbal range ranging from “very low” to “very high” (not shown). Inanother non-limiting example, the probability and/or likelihood ofinjury may be provided using a numerical scale, for example, 1 to 10. Asdiscussed herein, the probability and/or likelihood of injury may bebased, at least in part, on the received acceleration of vehicle 102,the determined occupant information, the determined vehicle informationand/or the calculated estimated forces exerted on the occupant, asdetermined in a crash victim simulation.

FIG. 12 depicts an example process for analyzing a crash event.Specifically, FIG. 12 is a flowchart depicting one example process 800for analyzing a crash event involving a vehicle and/or an occupant ofthe vehicle. In some cases, the process of analyzing a crash event maybe performed using the analysis system, discussed above with respect toFIGS. 1-3.

In operation 802, acceleration data relating to the acceleration of avehicle over a predetermined length of time may be received. The vehiclemay be involved in the crash event. The receiving of the acceleration ofthe vehicle may also include receiving multi-axis acceleration data fromat least one accelerometer positioned on the vehicle. The accelerationmay be automatically received subsequent to the occurrence of the crashevent.

In operation 804, a change in the velocity or speed of the vehicleinvolved in the crash event may be determined. The determined change inspeed may include the change in velocity from prior to the crash event,through the end of the crash event. The determining of the change inspeed may be based, at least in part, on the received acceleration.

In operation 806, vehicle information relating to the vehicle involvedin the crash event may be determined. The determining of the vehicleinformation may also include obtaining vehicle-specific crashinformation relating to the vehicle involved in the crash event, andcalculating an anticipated crush deformation of the vehicle. Further,the determining of the vehicle information may include obtainingstandardized crash information for the vehicle using the receivedacceleration of the vehicle.

In operation 808, a damage cost for the vehicle involved in the crashevent may be estimated. The estimating of the damage cost of the vehiclemay include determining crash force information (e.g., amount of exertedcrash force, direction of the crash force) for the vehicle during thecrash event based, at least in part, on the acceleration of the vehicleand the change in speed or velocity of the vehicle, and determiningphysical-damage characteristics of the vehicle subsequent to the crashevent based, at least in part, on the acceleration of the vehicle, thechange in speed and/or the crash force information. Additionally, theestimating of the damage cost of the vehicle may also includecalculating the estimated damage cost to the vehicle involved in thecrash event based on the determined crash force information for thevehicle, and/or the determined physical-damage characteristics of thevehicle.

In operation 810, injuries to the occupant of the vehicle involved inthe crash event may be estimated. The estimating of the injuries to theoccupant may include determining occupant information relating to theoccupant of the vehicle involved in the crash event, and calculatingestimated forces exerted on the occupant during the crash event. Thecalculating of the estimated forces may be based on the detectedacceleration of the vehicle, the change in speed of the vehicle, thedetermined occupant information relating to the occupant, and/or thedetermined crash force information (e.g., amount of exerted crash force,direction of the crash force) for the vehicle. The estimating of theinjuries to the occupant may also include calculating an injuryprobability for body portions (e.g., head, neck, chest, and the like)for the occupant of the vehicle based on the estimated forces exerted onthe occupant.

Although shown in such an order where operation 808 precedes operation810, it is understood that operation 808 may be performed afteroperation 810, or may be performed simultaneously as operation 810.Additionally, it should be understood that operation 808 or operation810 may not be required to be performed when analyzing the crash eventin process 800. The performing of operation 808 and/or operation 810 maybe dependent upon the information that may be desired to be obtainedwhen analyzing a crash event involving a vehicle under the process 800.

FIG. 13 is a flowchart depicting one example process 900 forinstantaneously estimating a damage cost for a vehicle involved in acrash event. In some cases, the process of analyzing a crash event maybe performed using the analysis system, discussed above with respect toFIGS. 1-3.

In operation 902, acceleration data relating to the acceleration of avehicle over a predetermined length of time may be received. The vehiclemay be involved in the crash event. The receiving of the acceleration ofthe vehicle may also include receiving multi-axis acceleration data fromat least one accelerometer positioned on the vehicle.

In operation 904, a change in the velocity or speed of the vehicleinvolved in the crash event may be determined. The determined change inspeed may include the change in velocity from prior to the crash event,through the end of the crash event. The determining of the change inspeed may be based, at least in part, on the received acceleration.

In operation 906, crash force information for the vehicle involved inthe crash event based, at least in part, on the acceleration and/or thechange in speed of the vehicle may be determined. The determining of thecrash force information for the vehicle may include analyzing andcomparing each of the multi-axis acceleration data received from the atleast one accelerometer, and the change in the velocity or speed of thevehicle to determine a crash force applied to the vehicle involved inthe crash event, and to determine a direction of the crash force appliedto the vehicle.

In operation 908, physical-damage characteristics of the vehiclesubsequent to the crash event may be determined. The physical damagecharacteristic may be based, at least in part, on the acceleration ofthe vehicle, the change in speed of the vehicle and/or the crash forceinformation. The determining of the physical-damage characteristics mayalso include obtaining vehicle-specific crash information relating tothe vehicle involved in the crash event, and calculating an anticipatedcrush deformation of the vehicle. The calculated crush deformation maybe based on the determined crash force information, the accelerationand/or change in speed of the vehicle, and/or the determined vehicleinformation.

In operation 910, the estimated damage cost to the vehicle involved inthe crash event may be calculated. The estimated damage cost may becalculated based on the determined crash force information for thevehicle, and/or the determined physical-damage characteristics of thevehicle. Additionally, the calculating of the estimated damage cost mayalso include determining a first cost associated with repairing damagedparts of the vehicle involved in the crash, and determining a secondcost associated with replacing the damaged parts of the vehicle involvedin the crash.

Although not shown, process 900 may include further operations. In anon-limiting example, process 900 may also include generating a bill ofmaterials (BOM) based on the estimated damage cost to the vehicle. TheBOM may include a list of the damaged parts of the vehicle, the firstcost associated with repairing the damaged parts, the second costassociated with replacing the damaged parts, and/or a total cast torepair and/or replace the damaged parts.

Additionally, process 900 may also include calculating a value of thevehicle prior to the crash event, comparing the calculated value of thevehicle with the estimated damage cost to the vehicle, and determining aprobable total loss of the vehicle where the estimated damage costexceeding a predetermined percentage of the calculated value of thevehicle.

FIG. 14 is a flowchart depicting one example process 1000 forinstantaneously estimating injuries to an occupant of a vehicle involvedin a crash event. In some cases, the process of analyzing a crash eventmay be performed using the analysis system, discussed above with respectto FIGS. 1-3.

In operation 1002, acceleration data relating to the acceleration of avehicle over a predetermined length of time may be received. The vehiclemay be involved in the crash event. The receiving of the acceleration ofthe vehicle may also include receiving multi-axis acceleration data fromat least one accelerometer positioned on the vehicle.

In operation 1004, a change in the velocity or speed of the vehicleinvolved in the crash event may be determined. The determined change inspeed may include the change in velocity from prior to the crash event,through the end of the crash event. The determining of the change inspeed may be based, at least in part, on the received acceleration.

In operation 1006, occupant information relating to the occupant of thevehicle involved in the crash event may be determined. The determiningof the occupant information may include obtaining occupant specificinformation for the occupant and/or obtaining predetermined,standardized occupant information based on at least one of the genderand age of the occupant. Additionally, the determining of the occupantinformation may include determining if the occupant wore a seat beltduring the crash event, and/or determining the positioning of a seat inthe vehicle utilized by the occupant.

In operation 1008, pre-solved crash information for the vehicle involvedin the crash event may be determined. The pre-solved crash informationmay be based, at least in part, on the acceleration of the vehicle andthe change in speed or velocity of the vehicle. The determining of thepre-solved crash information may also include obtaining vehicle-specificcrash information relating to the vehicle involved in the crash event,and calculating an anticipated crush deformation of the vehicle. Thecalculating of the anticipated crush deformation may be based on thereceived acceleration of the vehicle, a determined direction of thecrash force applied to the vehicle, and/or the determined vehicleinformation. The determining of the pre-solved crash informationrelating to the vehicle may further include obtaining the pre-solvedcrash information from a library of pre-solved crash information for aplurality of distinct vehicles.

In operation 1010, estimated forces exerted on the occupant of thevehicle may be calculated. The calculating of the estimated forcesexerted on the occupant may be based on the acceleration of the vehicle,the change in the velocity of the vehicle, the determined occupantinformation relating to the occupant, and/or the determined pre-solvedcrash information.

In operation 1012, an injury probability for body portions (e.g., head,neck, chest, and the like) for the occupant of the vehicle based on theestimated forces exerted on the occupant may be calculated.

FIG. 15 is a block diagram illustrating exemplary components, such as,for example, hardware components of a computing device 1100 according toone or more embodiments of the present disclosure. In certainembodiments, the computing device 1100 may be similar to the computingdevices used by the various users of the system 100. Further, thecomputing device 1100 may be similar to the analysis system 106 shownand described with respect to FIG. 1. Although various components of thecomputing device 1100 are shown, connections and communication channelsbetween each of the components are omitted for simplicity.

In a basic configuration, the computing device 1100 may include at leastone processor 1105 and an associated memory 1110. The memory 1110 mayinclude, but is not limited to, volatile storage such as random accessmemory, non-volatile storage such as read-only memory, flash memory, orany combination thereof. The memory 1110 may store an operating system1115 and one or more program modules 1120 suitable for running softwareapplications 1155. The operating system 1115 may be configured tocontrol the computing device 1100 and/or one or more softwareapplications 1155 being executed by the operating system 1115. Theprogram modules 1120 or software applications 1155 may include modulesand programs similar to those modules discussed herein with respect toFIG. 1.

The computing device 1100 may have additional features or functionalitythan those expressly described herein. For example, the computing device1100 may also include additional data storage devices, removable andnon-removable, such as, for example, magnetic disks, optical disks, ortape. Exemplary storage devices are illustrated in FIG. 15 by removablestorage device 1125 and a non-removable storage device 1130.

In certain embodiments, various program modules and data files may bestored in the system memory 1110. The program modules 1120 and theprocessor 1105 may perform processes that include one or more of theoperations of methods 800, 900 and 1000 shown and described with respectto FIGS. 11-13.

As also shown in FIG. 15, the computing device 1100 may include one ormore input devices 1135. The input devices 1135 may include a keyboard,a mouse, a pen or stylus, a sound input device, a touch input device,and the like. The computing device 1100 may also include one or moreoutput devices 1140. The output devices 1140 may include a display, oneor more speakers, a printer, and the like.

The computing device 1100 also includes communication connections 1145that facilitate communications with additional computing devices 1150.Such communication connections 1145 may include internet capabilities, aRF transmitter, a receiver, and/or transceiver circuitry, universalserial bus (USB) communications, parallel ports and/or serial ports.

As used herein, the term computer readable media may include computerstorage media. Computer storage media may include volatile andnonvolatile media and/or removable and non-removable media for thestorage of information. Examples include computer-readable instructions,data structures, and program modules. The memory 1110, the removablestorage device 1125, and the non-removable storage device 1130 are allexamples of computer storage media. Computer storage media may includeRAM, ROM, electrically erasable read-only memory (EEPROM), flash memoryor other memory technology, CD-ROM, digital versatile disks (DVD) orother optical storage, magnetic cassettes, magnetic tape, magnetic diskstorage or other magnetic storage devices, or any other article ofmanufacture which can be used to store information and which can beaccessed by the computing device 1100. Any such computer storage mediamay be part of the computing device 1100.

The detection system, and method for analyzing the crash event using thedetection system may receive information or data relating to the crashevent involving the vehicle just moments after the crash event occurred.Once the information relating to the crash event is received by thedetection system, the information may be processed, analyzed, and/orcompared, to instantaneously provide an estimated damage cost to thevehicle involved in the crash event, as well as, provide aninstantaneous estimate for injuries suffered by occupant(s) of thevehicle. These instantaneous and/or “real-time” estimations andinformation relating to the crash event may be beneficial for aninsurance carrier, who may provide, fast and accurate processing of aninsurance claim. Additionally, using the instantaneous estimations andinformation insurance carriers may be able to process the claim moreeffectively and quickly, while reducing costs associated with fraudulentand exaggerated claims. The information may also be beneficial for auser who may have an interest (e.g., emergency services, fleet, vehicleowners, lessor and the like) in the vehicle involved in the crash event,to obtain the quickest, and most accurate information relating to thecrash event. Finally, the detection system and process for analyzing thecrash event may fully or completely automate the entire crash eventinvolving the vehicle including the detection, analysis and/or reportingprocess. By automating (e.g., no human interaction or reliance) theprocess of crash reporting and analysis of the crash event, occupanthealth/safety may be improved, cost of insurance and processing may bereduced and the overall claims process may be more efficient forinsurance carriers, fleets, government agencies or anyone operating avehicle.

Embodiments of the present disclosure are described above with referenceto block diagrams and operational illustrations of methods and the like.The operations described may occur out of the order as shown in any ofthe figures. Additionally, one or more operations may be removed orexecuted substantially concurrently. For example, two blocks shown insuccession may be executed substantially concurrently. Additionally, theblocks may be executed in the reverse order.

The foregoing description, for purposes of explanation, used specificnomenclature to provide a thorough understanding of the describedembodiments. However, it will be apparent to one skilled in the art thatthe specific details are not required in order to practice the describedembodiments. Thus, the foregoing descriptions of the specificembodiments described herein are presented for purposes of illustrationand description. They are not targeted to be exhaustive or to limit theembodiments to the precise forms disclosed. It will be apparent to oneof ordinary skill in the art that many modifications and variations arepossible in view of the above teachings.

We claim:
 1. A method for instantaneously estimating a damage cost for avehicle involved in a crash event, the method comprising: automaticallyreceiving an acceleration of the vehicle over a predetermined length oftime in substantial real-time; determining a change in velocity of thevehicle involved in the crash event based, at least in part, on theacceleration of the vehicle; determining crash force information for thevehicle involved in the crash event based, at least in part, on theacceleration of the vehicle and the change in velocity of the vehicle;determining physical-damage characteristics of the vehicle subsequent tothe crash event based, at least in part, on at least one of: theacceleration of the vehicle; the change in velocity of the vehicle; andthe crash force information for the vehicle; and calculating theestimated damage cost to the vehicle involved in the crash event based,at least in part, on at least one of: the determined crash forceinformation for the vehicle; and the determined physical-damagecharacteristics of the vehicle.
 2. The method of claim 1, wherein thereceiving of the acceleration of the vehicle further comprises receivingmulti-axis acceleration data from at least one accelerometer positionedon the vehicle.
 3. The method of claim 2, wherein the determining of thecrash force information for the vehicle further comprises: analyzing andcomparing: each of the multi-axis acceleration data; and the change invelocity of the vehicle; determining a crash force applied to thevehicle involved in the crash event; and determining a direction of thecrash force applied to the vehicle.
 4. The method of claim 1, whereinthe determining of the physical-damage characteristics furthercomprises: obtaining vehicle-specific crash information relating to thevehicle involved in the crash event; and calculating an anticipatedcrush deformation of the vehicle based, at least in part, on at leastone of: the determined crash force information for the vehicle; thereceived acceleration of the vehicle; the determined change in velocityof the vehicle; and the determined vehicle information.
 5. The method ofclaim 1, wherein the calculating of the estimated damage cost furthercomprises at least one of: determining a first cost associated withrepairing damaged parts of the vehicle involved in the crash; anddetermining a second cost associated with replacing the damaged parts ofthe vehicle involved in the crash.
 6. The method of claim 5 furthercomprising: generating a bill of materials (BOM) based on the estimateddamage cost to the vehicle, the BOM comprising: a list of the damagedparts of the vehicle; the first cost associated with repairing thedamaged parts; the second cost associated with replacing the damagedparts; and a total cost to at least one of repair and replace thedamaged parts.
 7. The method of claim 1 further comprising: calculatinga value of the vehicle prior to the crash event; comparing thecalculated value of the vehicle with the estimated damage cost to thevehicle; and in response to the estimated damage cost exceeding apredetermined percentage of the calculated value of the vehicle,determining a probable total loss of the vehicle.
 8. The method of claim1 further comprising: determining if the crash event involving thevehicle exceeds at least one predetermined crash threshold based on theacceleration of the vehicle over the predetermined length of time.
 9. Amethod for instantaneously estimating injuries to an occupant of avehicle involved in a crash event, the method comprising: automaticallyreceiving an acceleration of the vehicle over a predetermined length oftime in substantial real-time; determining a change in velocity of thevehicle involved in the crash event based, at least in part, on theacceleration of the vehicle; determining occupant information relatingto the occupant of the vehicle involved in the crash event; determiningpre-solved crash information for the vehicle based, at least in part, onat least one of: the acceleration of the vehicle; and the change invelocity of the vehicle; calculating estimated forces exerted on theoccupant based, at least in part, on at least one of: the accelerationof the vehicle; the change in velocity of the vehicle; the determinedoccupant information relating to the occupant; and the determinedpre-solved crash information for the vehicle; and calculating an injuryprobability for various body portions for the occupant of the vehiclebased on the estimated forces exerted on the occupant.
 10. The method ofclaim 9, wherein the determining of the occupant information furthercomprises one of: obtaining occupant specific information for theoccupant, or obtaining predetermined, standardized occupant informationbased on at least one of the gender and the stature of the occupant. 11.The method of claim 9, wherein the determining of the occupantinformation further comprises: determining if the occupant wore a seatbelt during the crash event; and determining the positioning of a seatin the vehicle utilized by the occupant.
 12. The method of claim 9further comprising: obtaining vehicle-specific crash informationrelating to the vehicle involved in the crash event; calculating ananticipated crush deformation of the vehicle based, at least in part,on: the received acceleration of the vehicle; the change in velocity ofthe vehicle; and determined crash force information for the vehicle. 13.The method of claim 9, wherein the determining of the pre-solved crashinformation for the vehicle further comprises: obtaining the pre-solvedcrash information from a library of pre-solved crash information for aplurality of distinct vehicles.
 14. A system comprising: a processor;and a memory coupled to the processor, the memory for storinginstructions which, when executed by the processor, causes the processorto perform a method for analyzing a crash event, the method comprising:receiving an acceleration of a vehicle over a predetermined length oftime, the vehicle involved in the crash event; determining a change invelocity of the vehicle involved in the crash event based, at least inpart, on the acceleration of the vehicle; determining vehicleinformation relating to the vehicle involved in the crash event; and atleast one of: estimating a damage cost for the vehicle involved in thecrash event; and estimating injuries to an occupant of the vehicleinvolved in the crash event.
 15. The system of claim 14, wherein theestimating of the damage cost for the vehicle involved in the crashevent further comprises: determining crash force information for thevehicle involved in the crash event based, at least in part, on theacceleration of the vehicle and the change in velocity of the vehicle;determining physical-damage characteristics of the vehicle subsequent tothe crash event based, at least in part, on at least one of: theacceleration of the vehicle; the change in velocity of the vehicle; andthe crash force information for the vehicle; and calculating theestimated damage cost to the vehicle involved in the crash event based,at least in part, on at least one of: the determined crash forceinformation for to the vehicle; and the determined physical-damagecharacteristics of the vehicle.
 16. The system of claim 14, wherein theestimating of the injuries to the occupant of the vehicle involved inthe crash event further comprises: determining occupant informationrelating to the occupant of the vehicle involved in the crash event;calculating estimated forces exerted on the occupant based on at leastone of: the detected acceleration of the vehicle; the change in velocityof the vehicle; the determined occupant information relating to theoccupant; the determined vehicle information; and determined pre-solvedcrash information for the vehicle; and calculating an injury probabilityfor various body portions for the occupant of the vehicle based on theestimated forces exerted on the occupant.
 17. The system of claim 14,further comprising instruction for automatically providing aninstantaneous notification to at least one user of a predetermined groupof users in response to the crash event involving the vehicle; whereinthe at least one user of the predetermined group of users is not theoccupant of the vehicle.
 18. The system of claim 17, wherein theproviding of the notification further comprises: providing a firstnotification to a first select group of the predetermined group of usersin response to determining the crash event involving the vehicle exceedsa predetermined crash threshold based on the acceleration of the vehicleover the predetermined length of time; and providing a secondnotification to a second select group of the predetermined group ofusers in response to determining the crash event involving the vehicledoes not exceed the predetermined crash threshold based on theacceleration of the vehicle over the predetermined length of time. 19.The system of claim 18, wherein the first selected group and the secondselected group one of: include at least one common user of thepredetermined group of users, or include distinct users of thepredetermined group of users.
 20. The system of claim 18, wherein theprovided notification comprises at least one of: a location of the crashevent; a time of the crash event; a date of the crash event; a severityof the crash based on the predetermined crash threshold; a speed of thevehicle prior to the crash event; brake usage information for thevehicle prior to the crash event; a vehicle identification number (VIN);and a license plate number.